Internal-combustion engine



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Patented Jan. 8, 1946 UNITED;l ASTATES PATENT OFFICE 2,392,464 INTERNAL-coMUsTioN ENGINE Rudolph paul, West Caldwell, N. J.

Application November 1s, 1943, serial No. 510,717 (cl. 12s-5s) 13 Claims.

This invention relates to four-'cycle internal combustion engines and particularly to such engines for automobiles, trucks, and the like.

In road vehicles the demand is for shorter en-` gines and this has been emphasized by the trend to fluid `ilywheels and automatic transmissions encroaching more and more on the space allotted to the engine.

An object of this invention is to provide a fourcycle in-line 'engine short in proportion to its power output and thereby correspondingly shortening the wheel base of the vehicle and in some cases permitting installation in limited space such, for instance, as crosswise in a rear engine drive of a paenger car. 1

A further object is the provision of an eillcient lhigh-compression, high specific output anti-detonation combustion chamber with overhead valves and ports of high capacity for a given piston area. Further objects of the invention particularly in the double piston structure and cooling of the engine will appear from the following specification taken in connection with the accompanying drawings. in which Fig. 1 is avertical sectional view of the engine o f Fig. 3 taken at right angles to the crankshaft and showing the double piston combination at top stroke compressing the gas mixture into the specially shaped combustion chamber;

Fig. 2 is a horizontal section taken through the combustion chamber adjacent the valve seats and illustrating the formation of the partsincluding an engine having six double cylinders;

Figs. 4, 5 and 6 are diagrammatic views illustrating piston side thrust:

Fig. 7 is a sectional view illustrating a modiiied form of double piston;

Fig. 8 is a vertical sectional view of a modiilcation lshowing alcentral positioning of the spark plug and corresponding shaping of the piston heads with vertical valves;l

Fig. 9 is a similar view of a further modification showing angular positioning of the valves and valve gear;

Fig. 10 is a similar view of a still further modillcation showing the intake passage lead vertically through the top of the engine and with cylinders of different diameters:

Fig. 11-is a horizontal section of the cylinder casting shown in Fig. 10 illustrating the staggered positioning of the doubleeyiimiersv giving a still shorter cylinder block;

Fig. 12 is a horizontal section showing a plan view of a valve gear for the valves of the engine illustrated in Figs. 10 and INitMhgstaggered `positioning of the double cylinders;

and 12;

Fig. 14 is a vertical sectional view of a further modified form of the engine of this invention, i. e. provisions are made for dual ignition; and

Fig. 15 is` a partial sectional view taken on the line i5-i5 of Fig.- 14, and showing the location of two spark plugs in each combustion chamber.

Fig. 1 shows a cross section of an engine embodying the invention. I0 is the cylinder block with cylinder heads cast in one piece and secured to the crankcase upper half Il by nuts i2 and studs i3. To that end bosses Il for the nuts I2 are provided on the cylinder =block at its base and farthest removed from the combustion chamber. This region of the block is not subject to the complicated combined dynamicA and thermal stresses as is the combustion chamber and its im-- y,

mediate vicinity, and is therefore better suited for the location of a dividing joint. The same studs i3 are employed to clamp the two crankcase and crankshaft bearing halves II and l5 together giving an efcient structure of low weight and simple form.

Terminating in the combustion chamber I6 are both the master cylinder bore i1 and the articulated cylinder bore i8. Reciprocating within these bores are master piston I9 and articulated piston 20. Both pistons are connected to a single crankpin 2i of crankshaft 22 by means of a master connecting rod 23 and an articulated rod 24. The position of both cylinder bores of each pair in relation to the crankpin is such that a common plane taken' through the bores is normal to the crankshaft axis 25'. The crankshaft axis lies substantially midway between the axes of the cylinder bores l1 and I8, i. e., it is considerably offset from the axis of the master cylinder bore i1. This offset causes a great diilerence between the master rod angularities during the up and down strokes of the master piston and a corresponding difierence in piston side loads. Therefore, knuckle pin 26 of articulated rod4 24 is so positioned in its relation to the crankpin center v2'l as to almost completely correct and normalize these di'erences by the action of the articulated piston and articulated rod on the knuckle pin and master rod.

as win be explained later in more detail with reference to Figs. 4, 5 and 6.

Coaxial with the` master cylinder is intake valve 28" in guide 28' and coaxial with the articulated cylinder is exhaust valve 29 in guide bushing 90, permitting the cylinder bores, the valve seats and valve guides to be machined in in an easy sweep to face I2 straddles the exhaust valve guide 90. The intake manifold, exhaust manifold, hot spot provision, etc., are not shown and are conventional with the exception that the the same setting. The opening for the valve is placed in the center of its respective cylinder end wall to give a stronger structure as compared to the conventional single cylinder overhead vertical valve design wherein the cylinder end wall is broken through by two openings leaving a rather thin bridge directly in the center of the cylinder where the stresses are very high.

The vertical valves able to be accommodated in a conventional singl cylinder design are very much smaller in comparison to the subject dual cylinder design, as the following-example will show:

Assuming a piston area of six square inche per cylinder'unit, the inside diameter of a single cylinder will be 2.750". Allowing .125" clearance between the cylinder wall and each valve plus .125" clearance between the valves results in a valve head diameter of 1.187", Yhaving anarea of 1.10 square inches. In`a dual cylinder design having the same piston area wherethe diameter of one piston is 1.960", the diameter of the valve head can be 1.625 having an area of 2.07 square inches, an increase in area of over 80% over the single cylinder vertical valve design.

The higher breathing capacity of the valves and their parts in cooperation with smaller and therefore better cooled pistons and cylinders gives a higher' output per square inch of pistonl area within a given length as compared to the bnation. The subject invention makesY this a possibility without resorting to the more complicated and costly V-engine 2design, nor to the conventional high capacity valve arrangement a larger valve diameter necessitating an expensive valve actuating mechanismand in most cases a detachable cylinder head. Actually the capacity of thev new dual cylinder coam'al valve design is even superior to the single `cylinder angulated valve arrangement as a comparison Awith that of a high output aircraft engine Ycylindex'. Such aircraft engine cylinder has an intake valve head area of 8.29 square inches (15%" diam. valve) and a piston area of '29.46 square inches (65%" diam. piston), hence a ratio of whereas the present dual cylinder engine has a ratio of an increase of 23%..

The valves are operated by camshaft 32 via pushrods 33 and rockers u. The rocker arm bearings 35 and 36 arevformed as part of the valve cover.

between the camshaft and the pushrods, the tap-,

` petsreceiving theirl oil supply through oil hole -v vconventional vlarge piston and small valve com-'- whereby the valves must be angulated to permit branches of the manifolds are shorter, which in case of the intake manifold facilitates equal distribution between the cylinder units.

Having the carburetor, manifolds and spark plugs all on one side of the engine is important, particularly in installations in crowded places where one. side of the power plant-is facing against a wall as in the rear of a vehicle for instance, or, if the engine is mounted with its cylinders horizontally, all the above items' can bevon top and easily accessible.

Camshaft 32 is' driven by gear 46, idler 4l and pinion 48, the latter one being keyed to the front end-of the crankshaft. Gear 49, also meshing with pinion d8, drives the oil pump E0 (Fig. 3).

Referring to the combustion chamber 16, it will be noted that spark plug 30 is placed near the exhaust valve 29, i. e., in the hot zone of the chamber. A close clearance space or detona- -tion trap 3l is formed in the part of the chamber farthest remote of the spark plug between the Y top of the master piston and the bottom of the intake valve. The function of this detonation .trap is in short as' follows:

in this case the master piston and the intake valve. l

The dual cylinder coaxial overhead valve de" sign thus fulfills all requirements for a high power, high eiiiciency power plant, i. e., extremely large valves, small pistons and small cylinders for highspecic output, a good anti-detonation Hydraulic tappets 31 are provided chamber, adaptable to the highest compression ratios,'re

sulting in'low fuel consumption and increased durability, and a compact, light integrally cast cylinder block and head design, easy and economical to produce.

Fig. 2 is a section along the line 2-2 of Fig. l and shows throat 5I connecting the master and articulated cylinders Il and I8. At 52 are shown the holesfor the tappets.

In Fig'. 3 531s the mainfeed hole for the shaft-bearing cooling, since aluminum has a heat conductivity of from four to tive times greater than castirom. Since furthermore, for an engine of BURRtheentireincludingthe .flywheelandcam gearhousingvli' is lessthan20"long,itsfahrlcatnnfromaforging is posible, thereby greatly increasing its fatigue strengm-it uniformity and adaptability for mass production. For the same engine 1(80 EAP.) the the terminal of the intakewith smooth combustion features knuckle pin 26 land its retainers or crankcase halves H dimensions for the combined cylinder block and head are 151A" long, 9%" high and '1" wide, permitting it to be made of a high quality iron within reasonable cost. The outstanding shortness of both crankcase and cylinder block renders an assembly of the greatest stiffness in both the vertical and horizontal planes thereby eliminating the second cause of engine roughness,

i. e., deiiection and vibration of and within the indicating the magnitude of piston side thrust.l

Fig. 4 shows a conventional large piston-small valve cylinder, while Figs. 5 and 6 illustrate a dual small piston-large valve construction.. Piston area and strokes of both types of design are equal. While the figures on the forces given are approximate, they show the beneficial effect 'of the articulated rod and piston action on the master piston and side thrust thereon, i. e., the loads on both the master and articulated pistons are almost equal in spite of the large offset lof the crankshaft center from the centerline of the master cylinder. This holds true with the master cylinder. the leading or trailing one in regard to the crankpin motion past both cylinder bores in succession, while describing its path around the crankpin center. 55 designates the valve heads -of the large bore cylinder, 56 the valveheads of the small bore dual cylinder.

As shown in section in Fig. 2, the dual cylinder assembly is cast within an outer shell 9| of the block, leaving a space 92 for the circulation of cooling liquid entering preferably at one end of the block and leaving at the other end. Longitudinal spaces 93 are left between the vcylinders of each dual unit and transverse spaces 94 between adjacentdual cylinder units so that each cylinder is substantially completely surrounded by the cooling circulation. The jacket 92 is carh ried upward around the intake passage 48 as indicated at 95 and 96 and the central circulation is carried up between the intake and the exhaust and around the exhaust as shown at 91, 98 and 99, completing the jacketing for very complete and efficient cooling of the entire block by the liquid circulation.

Preferably the circulation entering at one Aen'd is introduced near the upper portion of the block substantially along the level of the valve seats v and nearer the line of the exhaust valve seats,

with the supply opening asl shown in my Patent pression gasoline engine the injector nozzle hole invsleeve 63' can be used for a spark plug. The heads of pistons I9 and 28' in cylinders l1' and I8' are shaped to coniine the gases between approaching surfaces of the pistons and cylinder head to narrow the spaces in the directions away from the central spark plug.

Fig. 9 shows a detachable head' 65 with angulated valves, 66 for the intake and 61 for the exhaust. The spark plug is placed at 18 in the center of the combustion chamber dome. Close clearance anti-detonation traps 68 are formed between both pistons and their adjacent parts 69 of the cylinder. head. The valves are driven from cam shafts |32`throug-h hydraulic tappets |31 as shown, and the intake passage |43 and exhaust |44 are directed upward. Pistons ||9 and |20 reciprocate in the cylinders ||1 and |I8, the cylinder block ||8 being integral with the upper part of the crankcase I I'I, ||5. Liquid circulation is provided in the jacket spaces 92' and the circulating passages around the cylinders are substantially the same as those described in connection with Figs. 1, 2 and.,3, including the longi- A tudinal spaces 93'. l

Figs, 10, 11, 12 and 13 show a modification in which one cylinder |1I is of larger diameter .than its mate IBI. The master cylinder 1| is formed by the walls of the block casting I0 and th'e articulated cylinder I8| is formed by the sleeve |80 fitted into the casting as shown with intervening space for cooling circulation surrounding the sleeve as indicated at |92, |93, a corresponding cooling passage |92 being provided on the opposite side of the block for the cylinder |1|.

At the upper portion of the ,block the cooling circulation surrounds the intake 14 by the spacessible to increase th'e piston area and thereby the No. 2,355,277. With such entrance and discharge Y the direct line of circulation will be applied at the hottest portion of the engine and the remain-` l intake valve |28 and exhaust valve |29 actuated by overhead rocker arm mechanism including the hydraulic tappets 31' and camshaft 32. In this design the inletpassage 4'3' above exhaust passage 44' straddles both the exhaust yalve guide 84 and'nozzle sleeve 83'. For a very high corri-` horsepower for a given block length approxi- `mately two and one half times compared to a iconventional single row six in line engine.

The exhaust valve 1I (see Fig. 10) is located above the level of the intake valve 8| and over the smaller articulated piston 20a with a row of three exhaust ports 12I on eachside of the cylinder block. The intake manifold .13 is formed in the valve cover 88 and feeds all six intake ports 14 as best shown in Fig. 12, which is a section through the combined manifold valve `cover 88 and rocker arm bearings 82. This figure also shows the location of the rocker arms which Iare operated by push rods 15 and tappets 16 (Fig. 10). are shown in Fig. 11 at 11 and 18 respectively.

Fig. 13 is la fragmentary longitudinal section' through th'e 'intake manifold and valve ports of The 'engine shown in Figs. 14 and 15 is'sub.

stantially the same as that of Figs. 10 to 13 but with a double spark plug combustion chamber and with the valve cover 88 modified to provide intake passages 88 from a supercharger as a substitute for the carburetor connections of the Tappet guide holes and spark plug holes.

cover of Figs. JLU-l inclusive. Spark plug holes are shown at 9|! and 90 andthe pistons 81 and 88 are preferably crowned as shown.

The enginel of this invention thus compresses'v the power development into small space by so, increasing each valve area in comparison withE that of the cooperating pistons and utilizing this to full extent in four-cycle operation. At th'e same time the dual cylinder unit permits a very eicient coolingv of the piston heads and valves and avoids over-heating normally following from such increased concentration of power higher temperatures involved.

I claim:

1 A four-cycle internal combustion engine comprising a crank shaft, a series of dual cylinders and pistons driving said crank shaft, said cylinders being paired transversely with the pairs in series longitudinally, a series of regularly spaced overhead intake and exhaust valves above said cylinders, each of said valves'being above a and the corresponding cylinder and having a. diameter greater than one-half the diameter of said cylinder and with a relatively wide spacing of the exhaust valve above'the corresponding piston at the area of,ignition, and the intake valve being relatively closely spaced to its piston so as to form detonation traps in the direction of the propagation of the explosion transversely across the combustion spaces of each dual cylinder, and intake and exhaust passages located above said valves'. 2. An internal combustion engine as set forthl v in claim 1 in which the exhaust valve is above the level of the intake valve and has an adjacent angle of not over .ten degrees, each of said valves greater than one-half the diameter of said cylinder and forming a'combustion space with an ignition area between the exhaust and intake valves, the walls of the combustion space beingrelatively widely spaced at the center and narrowing toward each valve so as to form a pair of detonation traps in each direction from theignition,v and intake and exhaust passages located above said valves. f

6. An internal combustion engine comprising a single crank shaft, a single series of parallel dual cylinders and pistons above -said crank shaft and having connecting rods driving saidcrank shaft as the sole power drive therefor, said cylinders being paired transversely with the pairs in series longitudinally, 'a single combustion space for each pair of cylinders, a single intake valve and a single exhaust valve for each pair of cylinders lwith each intake valve at one side of its combustion space and each exhaust valve at the opposite side .of said combustion space so that the entire in- 8. An internal combustion -engine as set forth j in claim 6 in which the intake and exhaust valves have diameters greater than one-half the diameters of their corresponding cylinders.

9. An internal combustion engine as set forth in claim 6 in which the connecting rods comprise a master rod directly connecting one piston to the crank shaft and an auxiliary rod articulated between said maste'r rod and the other piston-of the dual pair.

10. An internal combustion engine as set forth in claim 6 in which the intake and exhaust valves being above a corresponding cylinder and having a diameter greater than one-half th'e diameter level than the intake and the intake piston head is relatively raised and the exh'aust piston head lowered to give the relatively wide spacing of the surfaces at the exhaust side of the cylinder at the Y, area of ignition.

5. A four-cycle internal combustion engine comprising a crank shaft, a series of dual cylinders and pistons driving said crank shaft, said v`cylinders being paired transversely with the pairs in series longitudinally, va series of regularly spaced overhead intake and exhaust valves above said cylinders, each vof said valves being above a correspondingcylinder and having adiameter exhaust passages longitudinally of theengine and along one side thereof.

12. An internal combustion engine as set forth in claim 6 which the intake and exhaust passages both open on the side of the engine carrying the exhaust valves, vthe intake passage being carried over above the exhaust passage of each dual cylinder.

13. An internal combustion engine as set forth in claim 6 in whichthe valves and piston heads 

